Vehicle drive device

ABSTRACT

A vehicle drive device that includes a speed change mechanism; a hydraulic transmission provided closer to an engine attachment side than the speed change mechanism is and including a lock-up clutch; an electric motor having a rotor and a stator and connecting the rotor to an input portion of the hydraulic transmission; and an engine power cut-off clutch that transmits or cuts off a driving force of an engine to or from the hydraulic transmission.

CROSS-REFERENCE TO RELATED APPLICATION

The disclosure of Japanese Patent Application No. 2008-277452 filed onOct. 28, 2008, including the specification, drawings and abstract isincorporated herein by reference in its entirety.

BACKGROUND

The present invention generally relates to a hybrid vehicle drive devicehaving an engine and a motor as a driving source. More particularly, thepresent invention relates to a vehicle drive device having an enginepower cut-off clutch in a hydraulic transmission having a lock-upclutch.

A drive device for transmitting rotation generated by a driving sourceto a speed change mechanism through a hydraulic transmission having alock-up clutch has been widely used as a drive device that is mounted ona hybrid vehicle. This type of drive device has an engine power cut-offclutch for transmitting or cutting off a driving force of an engine toand from a hydraulic transmission. The lock-up clutch is an element fortransmitting a driving force generated by a power source to a speedchange mechanism without using a fluid, and when the vehicle speedreaches a preset value, the lock-up clutch is operated (locked up) toeliminate transmission loss, thereby improving fuel consumption.

One example of such drive device having a hydraulic transmission with alock-up clutch is a drive device having an engine power cut-off clutchdisposed in a hydraulic transmission with a lock-up clutch (JapanesePatent Publication Application No. JP-A-2000-110916). In this drivedevice, a hydraulic pressure is supplied to each chamber providedbetween a cover of the hydraulic transmission and pistons of bothclutches, and a pressure difference is generated between the chambers,whereby the engine power cut-off clutch and the lock-up clutch areoperated.

SUMMARY

In the above drive device, however, operation of the engine powercut-off clutch and the lock-up clutch is controlled by the differencebetween the hydraulic pressures supplied to each chamber, causing aproblem of poor controllability of the clutches. There are also aproblem that the transfer torque capacity is relatively small since theengine power cut-off clutch and the lock-up clutch are single-plateclutches, and a problem that a large amount of heat is generated by afriction material during engagement of the clutches since the frictionmaterial area is small.

Thus, in order to improve the controllability and the transfer torquecapacity of the engine power cut-off clutch and the lock-up clutch, itcan be considered to switch the engine power cut-off clutch and thelock-up clutch from single-plate clutches to multi-plate clutches havinga hydraulic actuator. However, merely switching both clutches fromsingle-plate clutches to multi-plate clutches causes a new problem thatthe size of a hydraulic drive device is increased.

Thus, the present invention has been developed to solve the aboveproblems, and it is an object of the present invention to provide avehicle drive device having an engine power cut-off clutch disposed in ahydraulic transmission having a lock-up clutch, in which an increase insize of a hydraulic drive device, and thus, an increase in size of thedrive device, can be suppressed while improving the controllability andthe transfer torque capacity of both clutches and reducing the amount ofheat generation by a friction material during engagement of theclutches.

According to a first aspect of the present invention which has beendeveloped to solve the above problems, a vehicle drive device includes:a speed change mechanism; a hydraulic transmission provided closer to anengine attachment side than the speed change mechanism is and includinga lock-up clutch; an electric motor having a rotor and a stator andconnecting the rotor to an input portion of the hydraulic transmission;and an engine power cut-off clutch that transmits or cuts off a drivingforce of an engine to or from the hydraulic transmission. In the vehicledrive device, the lock-up clutch includes a plurality of friction platesand a hydraulic actuator for pressing the friction plates, and isdisposed closer to the engine attachment side than a torus is in thehydraulic transmission. The engine power cut-off clutch includes aplurality of friction plates and a hydraulic actuator that presses thefriction plates, and is disposed closer to the engine attachment sidethan the lock-up clutch is in the hydraulic transmission. The lock-upclutch actuator and the engine power cut-off clutch actuator aredisposed so as to face each other so that the respective friction platesare pressed in opposing directions.

In this vehicle drive device, each of the lock-up clutch and the enginepower cut-off clutch is formed by a multi-plate clutch, and the frictionplates of each clutch are pressed by the corresponding hydraulicactuator. Thus, the lock-up clutch and the engine power cut-off clutchcan be controlled independently, and the transfer torque capacity can beincreased, and the amount of heat generation of a friction materialduring engagement of the clutches can be reduced. Thus, thecontrollability and the transfer torque capacity of the engine powercut-off clutch and the lock-up clutch can be improved, and the amount ofheat generation can be reduced.

Moreover, in this vehicle drive device, the lock-up clutch actuator andthe engine power cut-off clutch actuator are disposed so as to face eachother so that the respective friction plates are pressed in opposingdirections. Thus, both clutches can be disposed in the hydraulictransmission so as to surround members (e.g., a return spring and thelike) that constitute each hydraulic actuator. Thus, an increase in sizeof the hydraulic transmission in an axial direction can be suppressedeven if the engine power cut-off clutch is provided in the hydraulictransmission having the lock-up clutch. As a result, an increase in sizeof the drive device can also be suppressed.

Moreover, since the actuators are disposed as described above,engagement pressure chambers to which an engagement pressure is suppliedare positioned outside (away from each other in the axial direction).Thus, oil passages for supplying the engagement pressure to theengagement pressure chambers can be disposed dispersedly (away from eachother). This can increase the degree of design freedom of the oilpassages.

Thus, according to the vehicle drive device, the engine power cut-offclutch is disposed in the hydraulic transmission having the lock-upclutch, and an increase in size of the hydraulic transmission, and thus,an increase in size of the drive device, can be suppressed whileimproving the controllability and the transfer torque capacity of theengine power cut-off clutch and the lock-up clutch and reducing theamount of heat generation of the friction material during engagement ofthe clutches.

In the above vehicle drive device, the lock-up clutch actuator and theengine power cut-off clutch actuator may be disposed so as to surround atransmission member that transmits the driving force of the engine tothe engine power cut-off clutch.

Thus, an increase in size of the hydraulic transmission in the axialdirection can be suppressed by disposing both clutches in the hydraulictransmission so as to surround the transmission member for transmittingthe driving force of the engine to the engine power cut-off clutch, inaddition to the members that constitute each hydraulic actuator.

Moreover, in the above vehicle drive device, the lock-up clutch actuatorand the engine power cut-off clutch actuator may be disposed so as tosurround a damper mechanism that absorbs torsional vibration that istransmitted from the engine.

When the damper mechanism is provided in the hydraulic transmission, anincrease in size of the hydraulic transmission in the axial directioncan be suppressed by thus disposing both clutches in the hydraulictransmission so as to surround the damper mechanism in addition to themembers that constitute each hydraulic actuator.

Moreover, in the above vehicle drive device, each of the lock-up clutchactuator and the engine power cut-off clutch actuator may include apiston that presses the friction plates, and a fluid-tight engagementpressure chamber to which an engagement pressure for operating thepiston to engage the clutch is supplied, and at least one of the lock-upclutch actuator and the engine power cut-off clutch actuator may bedisposed so that a part of the piston and the engagement pressurechamber axially overlap each other on an inner diameter side of thefriction plates.

In at least one of the lock-up clutch actuator and the engine powercut-off clutch actuator, a part of the piston, and the engagementpressure chamber are disposed so as to axially overlap each other on theinner diameter side of the friction plates. Thus, the hydraulic actuatorcan be structured by effectively using a space on the inner diameterside of the friction plates. Therefore, an increase in axial dimensionof the clutches can be suppressed, whereby an increase in size of thehydraulic transmission in the axial direction can be suppressed.

Moreover, in the above vehicle drive device, the engagement pressurechamber of the engine power cut-off clutch actuator may be formed by theengine power cut-off clutch piston and a front cover of the hydraulictransmission.

This structure eliminates the need for a special member to form theengagement pressure chamber of the engine power cut-off clutch actuator.Thus, the axial dimension of the engine power cut-off clutch can bereduced by the amount corresponding to the special member. Therefore, anincrease in axial dimension, associated with disposing the engine powercut-off clutch in the hydraulic transmission, can be suppressed.Moreover, since no special member is required, the number of componentsis reduced, whereby the cost and the weight can also be reduced.

Moreover, in the above vehicle drive device, the engagement pressurechamber of the lock-up clutch actuator may be formed by the lock-upclutch piston and a turbine hub.

This structure eliminates the need for a special member to form theengagement pressure chamber of the lock-up clutch actuator. Thus, theaxial dimension of the lock-up clutch can be reduced by the amountcorresponding to the special member. Therefore, an increase in axialdimension, associated with disposing the engine power cut-off clutch inthe hydraulic transmission, can be suppressed. Moreover, since nospecial member is required, the number of components is reduced, wherebythe cost and the weight can also be reduced.

Moreover, in the above vehicle drive device, the electric motor may bepositioned so as to axially overlap the engine power cut-off clutchfriction plates on an outer diameter side of the engine power cut-offclutch.

This structure enables the hydraulic transmission and the electric motorto be disposed close to each other in the axial direction, whereby anincrease in size of the drive device in the axial direction can be morereliably suppressed.

Note that, when the damper mechanism is not provided in the hydraulictransmission, the vehicle drive device may be structured as follows.

That is, in the vehicle drive device, the lock-up clutch friction platesand the engine power cut-off clutch friction plates may be positioned soas to axially overlap each other.

This structure enables the lock-up clutch and the engine power cut-offclutch to be disposed close to each other in the axial direction in thehydraulic transmission. Thus, an increase in axial dimension, associatedwith disposing the engine power cut-off clutch in the hydraulictransmission, can be suppressed.

Moreover, in the above vehicle drive device, a clutch hub of the lock-upclutch is preferably formed by a clutch drum of the engine power cut-offclutch.

Forming the clutch hub of the lock-up clutch and the clutch drum of theengine power cut-off clutch by a single member in this manner enablesreduction in size of the friction plates of both clutches. Therefore, anincrease in size, associated with disposing the engine power cut-offclutch in the hydraulic transmission, can be suppressed. Moreover, sincethe number of clutch components is reduced, the cost and the weight canalso be reduced.

According to the vehicle drive device of the first aspect of the presentinvention, as described above, in a drive device having an engine powercut-off clutch disposed in a hydraulic transmission having a lock-upclutch, an increase in size of a hydraulic drive device, and thus, anincrease in size of a drive device, can be suppressed while improvingthe controllability and the transfer torque capacity of both clutchesand reducing the amount of heat generation of a friction material duringengagement of the clutches.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a partial cross-sectional view showing a schematic structureof a drive device according to a first embodiment;

FIG. 2 is an enlarged cross-sectional view of a portion near a torqueconverter in the drive device according to the first embodiment; and

FIG. 3 is an enlarged cross-sectional view of a portion near a torqueconverter in a drive device according to a second embodiment.

DETAILED DESCRIPTION OF EMBODIMENTS

The most preferred embodiments embodying a vehicle drive device of thepresent invention will be described in detail below with reference tothe accompanying drawings. The embodiments will be described withrespect to a one-motor parallel type hybrid vehicle drive device.

First Embodiment

First, a drive device of a first embodiment will be described withreference to FIGS. 1 and 2. FIG. 1 is a partial cross-sectional viewshowing a schematic structure of the drive device of the firstembodiment. FIG. 2 is an enlarged cross-sectional view of a portion neara torque converter in the drive device of the first embodiment.

As shown in FIG. 1, a drive device 10 includes a multi-stage speedchange mechanism 11 accommodated in a transmission case 18, a torqueconverter 13 having a lock-up clutch 40, and a motor-generator 14 formedby a brushless DC motor or the like and accommodated in a motor housing19. Moreover, the drive device 10 is connected to an internal combustionengine 15, such as a gasoline engine, in the left part of FIG. 1 (on theside to which the engine is attached; hereinafter referred to as the“engine attachment side”).

Components of this drive device 10 are arranged uniaxially, and thedrive device 10 is applied to a front engine, rear drive (FR) type. Morespecifically, the motor-generator 14, the torque converter 13, and thespeed change mechanism 11 are sequentially arranged on the same axis inthis order from the engine attachment side, and rotation of an inputshaft 16 is shifted in the speed change mechanism 11, and output to anoutput shaft 17.

As shown in FIG. 2, the torque converter 13 has a turbine runner 20, apump impeller 21, and a stator 22, and the turbine runner 20 isconnected to a turbine hub 23 that is spline-connected to the inputshaft 16. Moreover, an oil pump 25 is disposed between the torqueconverter 13 and the speed change mechanism 11, and a pump case 25 a isfixed to the transmission case 18.

A hub 24, which is fixed to a base of the pump impeller 21, is rotatablysupported on an inner periphery of the pump case 25 a through a needlebearing, and an oil seal is disposed between the pump case 25 a and thehub 24. Moreover, the stator 22 is connected to a one-way clutch 28, andan inner cage of the one-way clutch 28 is fixed to the oil pump 25through a sleeve 29 positioned between the inner shaft 16 and the hub24.

Moreover, a front cover 30 fixed to the pump impeller 21 has an outerdiameter portion 30 a extending toward the engine (forward) in an axialdirection so as to cover the lock-up clutch 40, an intermediate portion30 b obliquely structured so as to cover an engine power cut-off clutch50, and an inner diameter portion 30 c extending substantiallyvertically in a radial direction. A boss portion 30 d is formed at aninner diameter end of the front cover 30, and a center piece 31 isloosely inserted in the boss portion 30 d. Thus, the front cover 30 andthe center piece 31 are rotatable relative to each other. On the otherhand, a rotor hub 66, which will be described below, is spline-connectedto an outer periphery of the boss portion 30 d.

The center piece 31 extends forward (toward the engine 15) in the axialdirection so as to align with the input shaft 16 and has a hollow rearend portion, and a tip portion of the input shaft 16 is disposed in thehollow portion. Thus, the center piece 31 and the input shaft 16 arerotatable relative to each other. On the other hand, the inner diameterside of a damper mechanism 32 is connected to a tip portion of thecenter piece 31. This damper mechanism 32 is fixed to a drive plate 33connected to a crankshaft 15 a of the engine 15. Thus, a driving forceof the engine 15 is transmitted to the center piece 31 through thedamper mechanism 32. Torsional vibration from the engine 15 is absorbedby the damper mechanism 32, and no torsional vibration from the engine15 is transmitted to the center piece 31.

The lock-up clutch 40, which is accommodated and disposed on the innerdiameter side of the axially extending outer diameter portion 30 a ofthe front cover 30, is a multi-plate clutch disposed adjacent to theturbine runner 20, and including a plurality of friction plates 41 andan actuator 45 for pressing the friction plates 41. This can improve thetorque transfer capacity and the controllability of the lock-up clutch40, and can reduce the amount of heat generation during engagement ofthe clutch. Each friction plate 41 is herein formed by a clutch disc 41d and a clutch plate 41 p, and is located on the outer diameter side ofthe turbine runner 20 (a torus 35). This can increase the diameter ofthe lock-up clutch 40 to a relatively large value, and can ensure anecessary and sufficient torque transfer capacity. Note that two clutchdiscs 41 d are provided in the present embodiment.

Moreover, the clutch discs 41 d are engaged with splines of a hub 42,and the clutch plates 41 p are engaged with splines of a drum 43. Theactuator 45 is formed by a piston plate 46 that is brought into contactwith, and is separated from the friction plates 41, a hydraulic chamber47 to which a hydraulic pressure (a clutch engagement pressure) formoving the piston plate 46 is supplied, and a return spring 48 forreturning the piston plate 46 (for releasing the clutch). Thus, sincethe lock-up clutch 40 has an independent actuator 45, thecontrollability of the lock-up clutch 40 is improved over conventionalclutches that are operated by a differential pressure.

The hub 42, with which the clutch discs 41 d are engaged, is also a partof a drum 53 of the engine power cut-off clutch 50. That is, the hub 42of the lock-up clutch 40 is formed by the drum 53 of the engine powercut-off clutch 50. In other words, the hub 42 of the lock-up clutch 40and the drum 53 of the engine power cut-off clutch 50 are formed by asingle common part. This reduces the number of parts, and reduces thesize of the clutches 40, 50.

On the other hand, the drum 43, with which the clutch plates 41 p areengaged, has a connection portion 43 a extending in the axial directionand connected to the outer contour of the turbine runner 20. The drum 43is connected and fixed to the turbine runner 20 by the connectionportion 43 a. Thus, since a space on the outer diameter side of thetorus 35 formed by the respective outer contours of the turbine runner20 and the pump impeller 21 can be effectively used, the lock-up clutch40 and the torus 35 can be disposed close to each other in the axialdirection.

Moreover, the front side of the friction plates 41 is stopped by a snapring 44 that is engaged with the drum 43, in order to prevent thefriction plates 41 from coming off. On the other hand, the rear side ofthe friction plates 41 is in contact with the piston plate 46. Thus, thelock-up clutch 40 can be connected or released by moving the pistonplate 46.

The piston plate 46 is movable in close contact with the drum 43 and theturbine hub 23. An inner diameter side end of the piston plate 46 is inclose contact with an outer peripheral surface of a boss portion 23 a ofthe turbine hub 23 through an oil seal 49 a. Moreover, a bent portion 46a, which is bent in a U-shape so as to protrude forward, is formedsubstantially in the radial center of the piston plate 46. Moreover, anextended portion 23 b, which extends forward at an outer peripheral endof the turbine hub 23, is in close contact with an outer peripheralsurface of a rear-side recess of the bent portion 46 a through an oilseal 49 b. With this structure, the fluid-tight hydraulic chamber 47 isformed by the piston plate 46 and the turbine hub 23. Thus, since nospecial member is required to form the hydraulic chamber 47, the axialdimension of the lock-up clutch 40 can be reduced, and the number ofcomponents can be reduced.

The hydraulic chamber 47 formed as described above overlaps a part ofthe piston plate 46 in the axial direction. Thus, the actuator 45 can beformed by effectively using a space on the inner diameter side of thefriction plates 41, whereby the lock-up clutch 40 can be reduced in sizein the axial direction.

Moreover, the engine power cut-off clutch 50, which is accommodated anddisposed on the inner diameter side of the intermediate portion 30 b ofthe front cover 30, is formed with a smaller diameter than that of thelock-up clutch 40, and is disposed closer to the engine 15 than thelock-up clutch 40 is. Moreover, like the lock-up clutch 40, the enginepower cut-off clutch 50 is also a multi-plate clutch having a pluralityof friction plates 51, and an actuator 55 for pressing the frictionplates 51. This can improve the torque transfer capacity and thecontrollability of the engine power cut-off clutch 50, and can reducethe amount of heat generation during engagement of the clutch. Eachfriction plate 51 is herein formed by a clutch disc 51 d and a clutchplate 51 p, and two clutch discs 51 d are provided in the presentembodiment.

Thus, by making the diameter of the engine power cut-off clutch 50smaller than that of the lock-up clutch 40, both clutches 40, 50 can bedisposed close to each other in the axial direction, while assuring arequired capacity of the lock-up clutch 40 for which a larger transfertorque capacity is required than for the engine power cut-off clutch 50.

Moreover, the clutch discs 51 d are engaged with splines of a hub 52,and the clutch plates 51 p are engaged with splines of the drum 53. Theactuator 55 is formed by a piston plate 56 that is brought into contactwith, and is separated from the friction plates 51, a hydraulic chamber57 to which a hydraulic pressure (a clutch engagement pressure) formoving the piston plate 56 is supplied, and a return spring 58 forreturning the piston plate 56 (for releasing the clutch).

Moreover, the inner diameter side of the hub 52 with which the clutchdiscs 51 d are engaged is fixed to an outer periphery of a rear end ofthe center piece 31. Thus, the hub 52 rotates together with the centerpiece 31. Since the driving force of the engine 15 is transmitted to thecenter piece 31, the hub 52 corresponds to a “transmission member” ofthe present invention. On the other hand, the drum 53, with which theclutch plates 51 p are engaged, is fixed to the inner diameter portion30 c of the front cover 30, and the opposite end thereof is formed asthe drum 43 of the lock-up clutch 40, as described above.

Moreover, the rear side of the friction plates 51 is stopped by a snapring 54 that is engaged with the drum 53, in order to prevent thefriction plates 51 from coming off. On the other hand, the front side ofthe friction plates 51 is in contact with the piston plate 56. Thus, theengine power cut-off clutch 50 can be connected or released by movingthe piston plate 56.

The piston plate 56 is movable in close contact with the drum 53 and thefront cover 30. An inner diameter side end of the piston plate 56 is inclose contact with an outer peripheral surface of the boss portion 30 dof the front cover 30 through an oil seal 59 a. Moreover, a bent portion56 a, which is bent in a U-shape so as to protrude rearward, is formedsubstantially in the radial center of the piston plate 56. Moreover, anextended portion 30 e, which is extended rearward in the inner diameterportion 30 c of the front cover 30, is in close contact with an outerperipheral surface of a front-side recess of the bent portion 56 athrough an oil seal 59 b. With this structure, the fluid-tight hydraulicchamber 57 is formed by the piston plate 56 and the front cover 30.Thus, since no special member is required to form the hydraulic chamber57, the axial dimension of the engine power cut-off clutch 50 can bereduced, and the number of components can be reduced.

The hydraulic chamber 57 formed as described above overlaps a part ofthe piston plate 56 in the axial direction. Thus, the actuator 55 can beformed by effectively using a space on the inner diameter side of thefriction plates 51, whereby the engine power cut-off clutch 50 can bereduced in size in the axial direction.

In the lock-up clutch 40 and the engine power cut-off clutch 50structured as described above, the respective actuators 44, 55 aredisposed so as to face each other so that the respective friction plates41, 51 are pressed in opposing directions. Thus, both clutches 40, 50can be disposed in the torque converter 13 so as to surround members(e.g., the return springs 48, 58, and the like) of the respectiveactuators 45, 46 and the hub 52. Thus, when the engine power cut-offclutch 50 is provided in the torque converter 13 having the lock-upclutch 40, an increase in size of the torque converter 13 in the axialdirection can be suppressed.

Moreover, since the actuators 45, 55 are disposed so as to face eachother, the hydraulic chambers 47, 57 are positioned away from each otherin a longitudinal direction (the axial direction). Thus, oil passages 47a, 57 a for supplying a hydraulic pressure to the hydraulic chambers 47,57 can be disposed dispersedly (away from each other). This can increasethe degree of design freedom of the oil passages 47 a, 57 a.

Moreover, the friction plates 41, 51 of both clutches 40, 50 arearranged so as to partially overlap each other in the axial direction.Such arrangement is possible because the engine power cut-off clutch 50is formed with a smaller diameter than that of the lock-up clutch 40.Such arrangement of the clutches 40, 50 enables the clutches 40, 50 tobe disposed closer to each other in the axial direction.

Thus, the lock-up clutch 40 and the engine power cut-off clutch 50, bothhaving a reduced axial dimension, can be disposed close to each other,and the lock-up clutch 40 can be disposed close to the torus 35.Therefore, even if the engine power cut-off clutch 50 is provided in thetorque converter 13 having the lock-up clutch 40, an increase in size ofthe torque converter 13 can be suppressed.

Moreover, the motor-generator 14 has a stator 61 and a rotor 62, and thestator 61 and the rotor 62 are positioned on the outer diameter side ofa part of the outer diameter portion 30 a and the intermediate portion30 b of the front cover 30 so as to be substantially aligned with eachother, that is, so as to axially overlap the engine power cut-off clutch50 located on the inner diameter side thereof. Thus, since the torqueconverter 13 and the motor-generator 14 can be disposed close to eachother in the axial direction, an increase in size of the drive device 10in the axial direction can be reliably suppressed.

The stator 61 is herein formed by winding a coil 61 b on a stator core61 a formed by stacked steel plates stacked in the axial direction, andis fixed to the motor housing 19. The rotor 62 is formed by arranging amultiplicity of stacked plates 62 a, which are formed by permanentmagnets, in the axial direction, and these stacked plates 62 a are fixedand supported by a support plate 63.

This support plate 63 has a disc portion 63 a extending in the radialdirection in front of (on the engine 15 side of) the inner diameterportion 30 c of the front cover 30 and in parallel with the innerdiameter portion 30 c, and a holding portion 63 b for holding thestacked plates 62 a. The holding portion 63 b is connected to the discportion 63 a substantially in the axial center, and extends in the axialdirection. Moreover, the rotor 62 and the stator 61 are provided so thatthe stacked plates 62 a and the stator core 61 a are arranged at thesame position (an overlapping position) in the axial direction, that is,are aligned in the radial direction in a predetermined axial length, andthe stacked plates 62 a and the stator core 61 a face each other with aslight gap therebetween.

Moreover, the motor housing 19 has a sidewall 19 a along a front portionof the stator 61, and a resolver 64 is provided between an intermediateportion of the sidewall 19 a and the rotor support plate 63. Theresolver 64 is an element for accurately detecting the rotation positionof the rotor 62 and controlling the timing of a current that is appliedto the stator 61, and is formed by a rotor 64 a and a stator 64 b, eachformed by a precisely processed stacked plates. The rotor 64 a and thestator 64 b are aligned in the radial direction (positioned so as toaxially overlap each other) such that the stator 64 b, which is excitedby a coil, is located on the outer diameter side, and the rotor 64 a islocated on the inner diameter side.

Moreover, a ball bearing 65 is provided at an inner diameter end of themotor housing sidewall 19 a. This ball bearing 65 is positioned on theinner diameter side of the resolver 64 so as to be substantially alignedwith the resolver 64 in the radial direction (so as to axially overlapthe resolver 64). A rotor hub 66, which is fixed to an inner diameterend of the rotor support plate 63, is fitted (not press-fitted) on theinner diameter side of the ball bearing 65 in an accurate tolerancestate with almost no gap therebetween. Moreover, the inner diameter sideof the hub 66 is spline-connected to the boss portion 30 d of the frontcover 30.

Operation of the above drive device 10 will be described below. When adriver depresses an accelerator pedal (with a low throttle opening)based on his/her intension to start the vehicle in the state where thevehicle is stopped and an ignition switch is ON, a current from abattery (not shown) first flows to the motor-generator 14, and themotor-generator 14 functions as a motor. The motor-generator 14, formedby a brushless DC motor, adjusts the timing of a current that is appliedto the coil 61 b of the stator 61 by a controller (not shown), based onaccurate detection of the position of the rotor 62 by the resolver 64,and rotates the rotor 62 in a forward running direction with highefficiency. This rotation of the rotor 62 is transmitted, with apredetermined increase in torque ratio, to the input shaft 16 throughthe rotor support plate 63, the rotor hub 66, the front cover 30, andthe torque converter 13 formed by the pump impeller 21, the turbinerunner 20, and the stator 22.

Moreover, when the vehicle is at a relatively low predetermined speedright after starting, and the throttle is depressed to a certain openingor more, a fuel injection system is operated, and ignition is performedby a spark plug, whereby the motor-generator 14 functions as a startermotor to start the internal combustion engine 15. Thus, rotation of thecrankshaft 15 a of the internal combustion engine 15 is transmitted tothe center piece 31 through the drive plate 33 and the damper mechanism32. Moreover, the engine power cut-off clutch 50 is connected, and thedriving force of the internal combustion engine 15 and the driving forceof the motor-generator 14 functioning as a motor are combined andtransmitted to the torque converter 13, and then shifted by the speedchange mechanism 11 and transmitted to driving wheels at a desiredrotational speed. Thus, when a large driving force is required, such aswhen the vehicle is in an accelerating state and a climbing state, thedriving force of the motor-generator 14 assists the driving force of theinternal combustion engine 15, running the vehicle with high horsepower.

Since the engine power cut-off clutch 50 is herein structured as amulti-plate clutch having the independent actuator 55, the engine powercut-off clutch 50 has a sufficient torque transfer capacity for theengine torque, and has excellent controllability. Thus, the drivingforce of the internal combustion engine 15 can be reliably transmittedto the input shaft 16, and the amount of heat generation can be reduced.

Moreover, when the vehicle is steadily running at a high speed, themotor-generator 14 is operated under no load (the motor output iscontrolled so as to cancel out the torque generated from a counterelectromotive force generated by the motor), whereby the motor-generator14 idles, and the vehicle runs only by the driving force of the internalcombustion engine 15. Note that, depending on the state of charge (SOC)of the battery, the motor-generator 14 can function as a generator toregenerate energy. The lock-up clutch 40 is connected in a driving stateby the internal combustion engine 15, or in a driving state where theinternal combustion engine 15 is assisted by the motor (in some cases,in a driving state only by the motor). Thus, the torque transmitted tothe front cover 30 is transmitted directly to the input shaft 16 throughthe hub 42 (the drum 53), the friction plates 41, the drum 43, theturbine runner 20, and the turbine hub 23 without using an oil flow ofthe torque converter.

At this time, as described above, since the lock-up clutch 40 isstructured as a multi-plate clutch having a diameter equal to the outerdiameter of the torus 35 and having the independent actuator 45, thelock-up clutch 40 has a sufficient torque capacity for the highhorsepower by the motor assist, and has excellent controllability. Thus,the driving forces of the internal combustion engine 15 and the motor 14can be reliably transmitted to the input shaft 16.

Moreover, when there is excess output from the internal combustionengine 15 because of steady low to medium speed running, downhillrunning, and the like, the motor-generator 14 functions as a generatorto charge the battery according to the SOC of the battery. Especiallywhen engine braking is requested during downhill running, theregenerated power of the motor-generator 14 functioning as a generatoris increased, whereby a sufficient engine brake effect can be obtained.Moreover, when the driver depresses the brake pedal to request stoppingof the vehicle, the regenerated power of the motor-generator 14 isfurther increased, and the motor-generator 14 operates as a regenerativebrake, thereby regenerating the inertia energy of the vehicle aselectric power, and decreasing energy dissipation by heat based on thefriction brake. Moreover, in a medium speed range as well, themotor-generator 14 is rendered in a regenerating state so that theinternal combustion engine 15 can be operated in a higher output andhigher efficiency region, whereby the engine efficiency can be improved,and the motor running can be increased based on the regenerativecharging of the battery, and thus, the energy efficiency can beimproved.

Moreover, when the vehicle is stopped at a traffic light or the like,the motor-generator 14 is stopped, and the fuel injection system isturned OFF, whereby the internal combustion engine 15 is also stopped.That is, the idling state of conventional engines is eliminated.Moreover, when the vehicle is started from this stopped state, asdescribed above, the vehicle is first started by the motor driving forceof the motor-generator 14, and in a relatively low speed state rightafter the starting of the vehicle, the internal combustion engine 15 isstarted by the motor driving force. Assisting with the driving force ofthe motor 14 eliminates abrupt fluctuations in driving force of theinternal combustion engine 15, thereby enabling smooth operation.Moreover, when engine braking is required or when braking is performedto stop the vehicle, the motor-generator 14 functions as a regenerativebrake to regenerate vehicle inertia energy as electric energy. Moreover,the vehicle runs with the motor in a poor engine efficiency region suchas regions of low engine load and very low engine load. By combinationof these factors, hybrid vehicles having this drive device 10 canachieve low fuel consumption and reduction in exhaust gas.

As described in detail above, according to the drive device 10 of thefirst embodiment, the lock-up clutch 40 and the engine power cut-offclutch 50 are multi-plate clutches having the actuators 45, 55,respectively. This can improve the controllability and the transfertorque capacity of the lock-up clutch 40 and the engine power cut-offclutch 50, and can reduce the amount of heat generation duringengagement of the clutches. Moreover, the actuator 45 and the actuator55 are positioned in the torque converter 13 so as to face each other sothat the frictional plates 41, 51 are pressed in opposing directions.Thus, both clutches 40, 50 can be disposed in the torque converter so asto surround the members of the actuators 45, 55 (for example, returnsprings 48, 58 and the like). This can suppress an increase in size ofthe torque converter 13 in the axial direction due to the engine powercut-off clutch 50 being provided in the torque converter 13, whereby anincrease in size of the drive device 10 can also be suppressed.

Second Embodiment

A second embodiment will be described below with reference to FIG. 3.FIG. 3 is an enlarged cross-sectional view of a portion near a torqueconverter in a drive device according to the second embodiment. Thedrive device of the second embodiment has substantially the same basicstructure as that of the first embodiment, but is different from thefirst embodiment in that a damper mechanism is provided in the torqueconverter 13. The following description will focus on this difference,and description of the structure similar to that of the first embodimentwill be omitted as appropriate.

As shown in FIG. 3, in a drive device 10 a of the second embodiment, adamper mechanism 32 a is disposed in the torque converter 13, ratherthan between the internal combustion engine 15 and the motor-generator14. More specifically, the damper mechanism 32 a is disposed between thelock-up clutch 40 and the engine power cut-off clutch 50, which arepositioned so as to face each other, so that the damper mechanism 32 ais surrounded by the clutches 40, 50.

Moreover, the inner diameter side of the damper mechanism 32 a is fixedto an outer periphery of a rear end of a center piece 31 a, and the hub52 is fixed to the damper mechanism 32 a. Thus, the driving force of theinternal combustion engine 15 is transmitted from the center piece 31 ato the engine power cut-off clutch 50 through the damper mechanism 32 a.Thus, disposing the damper mechanism 32 a in the torque converter 13 canimprove the durability of the damper mechanism 32 a.

Moreover, since the damper mechanism 32 a is disposed in the torqueconverter 13, the shape of the front cover 30, the shape of the pistonplate 56 of the engine power cut-off clutch 50, and the like areslightly changed from the first embodiment. Moreover, the clutch hub 42and the clutch drum 53 are formed as separate members, and each fixed tothe front cover 30. Moreover, the support plate 63 of the rotor 62 isfixed to the inner diameter portion 30 c of the front cover 30, so thatthe front cover 30 rotates together with the rotor 62. Thus, theresolver 64 is formed by the stator 64 a disposed on the inner diameterside, and the rotor 64 b disposed on the outer diameter side.

In the drive device 10 a having the above structure, rotation of therotor 62 is transmitted from the rotor support plate 63 and the frontcover 30 to the input shaft 16 through the torque converter 13 formed bythe pump impeller 21, the turbine runner 20, and the stator 22, with apredetermined increase in torque ratio. Moreover, rotation of thecrankshaft 15 a of the internal combustion engine 15 is transmitted fromthe center piece 31 a to the engine power cut-off clutch 50 through thedamper mechanism 32 a. Then, when the engine power cut-off clutch 50 isconnected, the rotation of the crankshaft 15 a is transmitted to theinput shaft 16 through the torque converter 13, with a predeterminedincrease in torque ratio.

Thus, when the damper mechanism 32 a is provided in the torque converter13, the clutches 40, 50 are positioned in the torque converter 13 so asto face each other so that the clutches 40, 50 surround the dampermechanism 32 a in addition to the members of the actuators 45, 55 asdescribed above, whereby an increase in size of the torque converter 13in the axial direction can be suppressed.

Note that the above embodiments are shown by way of example only, andare not intended to limit the present invention at all, and it is to beunderstood that various improvements and modifications can be madewithout departing from the scope of the present invention. For example,although the present invention is applied to FR type drive devices inthe above embodiments, the present invention is not limited to this, andmay also be applied to other types of drive devices, such as an FF(front engine, front drive) type. Moreover, although the aboveembodiments use a brushless DC motor as a motor-generator, other motors,such as a DC motor and an induction type AC motor, may be used as themotor-generator. Moreover, although the above embodiments use a torqueconverter as a hydraulic transmission, a fluid coupling or the like maybe used as the hydraulic transmission.

1. A vehicle drive device, comprising: a speed change mechanism that shifts rotation of an input shaft and outputs the shifted rotation to an output shaft; a hydraulic transmission provided closer to an engine attachment side than the speed change mechanism is and including a turbine runner connected to the input shaft, a pump impeller, a front cover fixed to the pump impeller and a lock-up clutch; an electric motor having a rotor and a stator and connecting the rotor to the front cover of the hydraulic transmission; an engine power cut-off clutch that transmits or cuts off a driving force of the engine between the engine and the front cover; and the lock-up clutch engages or disengages between the turbine runner and the front cover, and includes a plurality of friction plates and a hydraulic actuator that presses the friction plates, and is disposed closer to the engine attachment side than the turbine runner; the engine power cut-off clutch includes a plurality of friction plates and a hydraulic actuator that presses the friction plates, and is disposed closer to the engine attachment side than the lock-up clutch is in the hydraulic transmission; the lock-up clutch actuator and the engine power cut-off clutch actuator are disposed so as to face each other so that the respective friction plates are pressed in opposing directions.
 2. The vehicle drive device according to claim 1, wherein the lock-up clutch actuator and the engine power cut-off clutch actuator are disposed so as to surround a transmission member that transmits the driving force of the engine to the engine power cut-off clutch.
 3. The vehicle drive device according to claim 2, wherein the lock-up clutch actuator and the engine power cut-off clutch actuator are disposed so as to surround a damper mechanism that absorbs torsional vibration that is transmitted from the engine.
 4. The vehicle drive device according to claim 3, wherein each of the lock-up clutch actuator and the engine power cut-off clutch actuator includes a piston that presses the friction plates, and a fluid-tight engagement pressure chamber to which an engagement pressure for operating the piston to engage the clutch is supplied, and at least one of the lock-up clutch actuator and the engine power cut-off clutch actuator is disposed so that a part of the piston and the engagement pressure chamber axially overlap each other on an inner diameter side of the friction plates.
 5. The vehicle drive device according to claim 4, wherein the engagement pressure chamber of the engine power cut-off clutch actuator is formed by the engine power cut-off clutch piston and a front cover of the hydraulic transmission.
 6. The vehicle drive device according to claim 5, wherein the engagement pressure chamber of the lock-up clutch actuator is formed by the lock-up clutch piston and a turbine hub.
 7. The vehicle drive device according to claim 6, wherein the electric motor is positioned so as to axially overlap the engine power cut-off clutch friction plates on an outer diameter side of the engine power cut-off clutch.
 8. The vehicle drive device according to claim 2, wherein each of the lock-up clutch actuator and the engine power cut-off clutch actuator includes a piston that presses the friction plates, and a fluid-tight engagement pressure chamber to which an engagement pressure for operating the piston to engage the clutch is supplied, and at least one of the lock-up clutch actuator and the engine power cut-off clutch actuator is disposed so that a part of the piston and the engagement pressure chamber axially overlap each other on an inner diameter side of the friction plates.
 9. The vehicle drive device according to claim 8, wherein the engagement pressure chamber of the engine power cut-off clutch actuator is formed by the engine power cut-off clutch piston and a front cover of the hydraulic transmission.
 10. The vehicle drive device according to claim 9, wherein the engagement pressure chamber of the lock-up clutch actuator is formed by the lock-up clutch piston and a turbine hub.
 11. The vehicle drive device according to claim 10, wherein the electric motor is positioned so as to axially overlap the engine power cut-off clutch friction plates on an outer diameter side of the engine power cut-off clutch.
 12. The vehicle drive device according to claim 4, wherein the engagement pressure chamber of the lock-up clutch actuator is formed by the lock-up clutch piston and a turbine hub.
 13. The vehicle drive device according to claim 12, wherein the electric motor is positioned so as to axially overlap the engine power cut-off clutch friction plates on an outer diameter side of the engine power cut-off clutch.
 14. The vehicle drive device according to claim 1, wherein the electric motor is positioned so as to axially overlap the engine power cut-off clutch friction plates on an outer diameter side of the engine power cut-off clutch. 